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PPL > Idk > Flashcards

Idk Flashcards

1
Q

Primary controls

A

Elevator, rudder, ailerons

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2
Q

Y primary controls

A

Change airflow/pressure distribution over airfoils

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3
Q

Ailerons

A

Roll, yoke -> moves right aileron ^ left down = Dec lift on right wing

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4
Q

Elevator

A

Pitch of lateral axis(front to back), tail end of the plane on the horizontal stabilizer, yoke back = elevator^ = downwards aerodynamic force bc tail goes down= pitch up

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5
Q

Stabilator

A

Horizontal stabilizer and elevator that pivots from a central hinge

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6
Q

canard

A

stabilator for front wings, elevator attatched to trialing edge of canard to control pitch

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7
Q

rudder

A

yaw (when deflected into airflow, horizontal force is placed in opp direction called yaw) on vertical axis, doesn’t turn plane in air

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8
Q

flight control effectiveness

A

inc w speed bc more airflow over surface=more control

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9
Q

secondary flight controls

A

flaps, leading edge devices, spoliers, trim systems

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10
Q

flaps

A

attatched to trailing edge of wing, used during approach/ landing to inc lift so u can land at steeper angle w out needing to inc ur speed

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11
Q

4 forces

A

lift upward acting force, drag rearward acting force, weight downward acting force, thrust (foreward-acting ward force)

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12
Q

forces r in equilibrium during

A

unaccelerated flight, can include middle of climb not beinning or end tho

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13
Q

bernoulli’s principle

A

high speed flow (internal pressure of a fluid) is associated with low pressure and inverse

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14
Q

bernoulli application

A

applies to curved/cambered airfoils/wings bc when air flows along upper wing surface it travels a gat distance in same time than lower wing surface airflow creating dec pressure and inc lift

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15
Q

Canard

A

Like horizontal stabilizer but on front wings

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16
Q

Angle of attack

A

Angle between chord line and relative wind direction

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17
Q

Chord line

A

Straight line from leading to trailing edge of airfoil

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18
Q

Relative wind direction

A

Wind relative to wing airfoil

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19
Q

Stalls when

A

Any airspeed/altitude when crit AOA exceeded

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20
Q

Stall speed

A

Airspeed correlates to air density so when stall u stall at same speed

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21
Q

Spin

A

Aggravated stall where on wing less stalled, descend in corkscrew path, have to be stalled first

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22
Q

TO DO

A

1.1,1.6

23
Q

Turn

A

Uses horizontal component of lift by using all primary controls

24
Q

Stable airplanes

A

Return to OG pos/alt after disturbance, requires less effort to control

25
Q

slotted flap

A

most common flap, igh pressure air from lower camber (opp of bournolli) is ducted (goes through a gap and out the top side) delaying airflow seperation

26
Q

delaying airflow seperation

A

dec drag, inc lift

27
Q

spoiler

A

high drag devices, inc drag, dec lift

28
Q

trim system

A

stop having to use constant control on flight controls, inc antiservo tabs, trim tabs, ground adjustable tabs (on the trailing edge of elevator), when set up it turns down so plane pitches up bc nose pitches up but tail pitches down

29
Q

longditudinal stability

A

depends on CG (center of gravity) and CL/CP (center of lift/pressure), chaning CP of wing affectts its aerodynamic balance and control

30
Q

advancing throttle

A

inc AOA and ground spped

31
Q

if CG exceeds CG limit

A

plane cant recover from stall, is less stable at all aispeeds, inc prossibility of inadvertent overstress

32
Q

power reduced

A

plane pitches down bc downwash on the elvators from propellor slipstream is reduced and elevator effectiveness is reduced (When the plane’s power goes down, the wind hitting the back tail gets weaker, so the tail can’t push up as hard, making the front of the plane tilt down.)

33
Q

downwash

A

air deflected backwards not downwards off airfoil (like when plane hovers over water and theres water ripples this is the downwashed air)

34
Q

Torque effect

A

Left leaning tendency, greatest at low speed/ high AOA/high power (takeoff) bc propellor spins one way so newton third law (action gets equal reaction) balances out the slight rotation

35
Q

P factor

A

Asymmetric propeller loading causes leftwards yaw at high AOA bc right side of propellor has a higher AOA= more thrust on right side

36
Q

Load factor

A

Additional (airplane weight + centrifugal force) carried by the wings, varies w speed and lift available, so low speed= less lift= less excess load

37
Q

Load factor at higher speeds

A

The greater the loaf the more lift required so u can stall at higher airspeeds when load is increased, but u always stall same airspeed in the end

38
Q

Bank angle

A

Angle a plane tilts sideways during a turn, measured in horizontal plane

39
Q

Inc bank angle

A

Inc load factor, bc the plane has to carry the load factor (plane + CENTRIFUGAL FORCE) which is bank angles difference between effective lift and total lift

40
Q

Bank angle chart

A

load factor=airplane weight * load factor w the bank angle u have

41
Q

Load factor (G units)

A

Multiple of the regular weight/ multiple of the force of gravity I.e. steady flight has load factor at 1.0, 60 degree bank angle is 2.0 bc centrifugal force adds, stall at a higher speed s inc load factor bc more lift is required for more weight

42
Q

Accelerated stall

A

When plans forced to stall at 2x normal stalling speed, load factor= 4G

43
Q

How to accelerated stall

A

Stall while turning quickly yi add extra force on the wings

44
Q

Velocity vs G-load’s graph

A

White lines (gusts of diff strengths against airspeed to show resultant load factor), A-J (stalling speed Vs), C-H (maneuvering speed Va), D-G (max structural cruising speed Vno), E-F (never exceed speed Vne), C-E (positive limit load factor), I-G-F (negative limit load factor), blue means stalling

45
Q

Limit load factor

A

Ratio (max sustainable load imposed vs airplane’s weight)

46
Q

Exceeding limit load factor/ Vne

A

Structural damage/failure

47
Q

Exceeding limit load factor/ Vne

A

Structural damage/failure

48
Q

Ground effect

A

Ground affecting airflow patterns affecting airplane

49
Q

Restricted vertical component of airflow

A

Affects wing’s upwash, downwash, and wingtip vortices

50
Q

Upwash

A

Air reflected off of wing ahead/up/forwards

51
Q

Wingtip vortices

A

Swirling airpatterns (vortex) created from tipless wing’s, drag/AOA reduced w lack of wingtip vortices (adding wingtip) bc it alters span-wise lift distribution

52
Q

Affect of Dec wingtip vortices

A

Dec drag, Dec AOA so in ground effect a higher AOA is needed for same lift coefficient, or in steady flight regular AOA=inc lift

53
Q

When ground effect

A

Less than air span above the ground

54
Q

Ground effect cause

A

In ground effect, there’s less drag, more lift causing floating on landings (longer landings), or it can become airborne without the airspeed to do so above ground effect (if using insufficient speeds when out of ground effect u will have more drag causing hazards/marginal initial performance loss/come back to the runway)

PPL (8 decks)

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